Electric brake.



, PATENTED DEC. 27, 1904.

E. R. GILL. ELECTRIC BRAKE APPLICATION FILED 0016,1900.

7 SHEETSSHEET l.

No. 778,238. I 'PATENTED DEC. 27, 1904.

E. R. GILL.

ELECTRIC BRAKE.

APPLICATION FILED OCT. 6, 1900.

7 SIEETS-SHEET 2.

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PATENTED DEC. 27, 1904. E. R. GILL.

ELECTRIC BRAKE.

APPLIGATION FILED 00T.G,1900.

' 7SHEETS-SEEET a.

' amownto'a wwy - l V vbweoow mvvmsa. PATENTED 1120.27, 1904. v B. R.GILL.

ELECTRIC BRAKE,

APPLICATION FILED 00w. 6, 1900.

- 7 SHBETS-SHBET 4.

PATENTED DEC. 27, 1904.

E. R. GILL.

ELECTRIC BRAKE. APPLICATION FILED OUT. 6, 1900. I

7 SHEETS-SHEET 5.

, Smvemtoz I apmf @Wiotwei @37 twwoeo No. 778,238. PATENTED DEC. 27,1904.

E. R. GILL. ELECTRIC BRAKE.

APPLICATION FILED OCT. 6, 1900 7 SHEETS-8HEET 7.

lll l l 70 709 y {W //J k Y (SM Ewe vmw/ntoz I UNITED. STATES PatentedDecember 27, 1904.

PATENT ()FFICE.

EDWIN R. GILL, OF NEW YORK, N. .Y., ,ASSIGNOR TO INVENTION DEVEL- OPINGCOMPANY, A CORPORATION OF NEW JERSEY.

ELECTRIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 778,238, dated December27, 1904.

Application filed ember a, 1900. Serial'No. 32,206.

T at whom it mayconcern: Be it known that I, EDWIN R. GILL, a citizen ofthe United States, residing in the city,

county, and State of New York, have invented a certain new and usefulImprovement in Electric Brakes, of which the following is aspecification.

The object of this invention is the provision of electrically-operatedbrakes for railwaycars so constructed as to combine the follow- I 'ingadvantages: Instant application of all brakes on a car or trainby asingle movement of a lever. Complete and immediate release of allbrakes. The brakes can all be applied with full or, partial force asmany times a minute as desired withoutdiminution of force. The brakescan all be applied or released either gradually or suddenly at will.When atrain separates by accident, brakes are automatically applied toboth parts of the train. The brakes on each car may be operated as oftenas desired independently of the engine. All the brakes on a train can beat once applied from any part of the train. Y

My invention can be applied directly to the existing brake mechanism onold cars, either passenger or freight. Derangement of brakes on one cardoes not interfere with the others. My invention can becombined with thepresent form of hand-brake, keeping the same in order for emergencies byconstant use.

The utmost braking effect is producedby I combining always a slowrotation of the wheels I tric brake as applied to a four-wheel truck.

Fig. 2 is. a side view of the sprocket-chain transmission shown inFig. 1. Fig. 3 is a section of the brake-motor shown in Fig. 1. Fig. 4is a front view of the same, showing mode of attachment of electricwires. Fig. 5is a section of a modified form of brake-motor suitable foruse with my invention. Fig. 6 is a side view, partly in section, of thehydraulic lock shown in Fig. 1. Fig. 7 is a top view of the electricvalve used with the hydraulic lock. Fig. 8 shows a modified form ofhydraulic lock. Fig. 9 shows this latter look as applied to combinedpower and hand brakes. Fig. 10 shows in detail the mechanicalvalveopening device. Fig. 11 is a top view of the brake-operating switchwith related circuits in diagram. Fig. 12 is a side view of the same.Figs. 13 and 14 are side views of the maximum-and minimum centrifugalswitches, respectively. Figs. 15, 16, and 17 are diagrams ofoperating-circuits; and Fig. 18 is a sectional view of the automaticelectric couplings between cars.

The outfit shown in Fig. 7 combines my power-brake with the usualmechanism employed for hand-brakes. The two axles of a four-wheel truckare shown at 1 and 2. The braking is accomplished in the well-known wayby pressure upon the wheels 3 of the shoes 4, carried upon thebrake-beams 5 and 6.

Simultaneous action upon the four wheels is secured by employing abrake-lever 7, acting through the equalizing-beam 8 and tie-rods 9,

as shown. In applying hand-power to these elements the usual hand-wheel10 serves to wind up the chain 11, thus pulling the lever7.

My power-brake employs the momentum of a car-or train through the axlesby means of an electric clutch12. On the periphery of this clutch asprocket-wheel is fixed, which drives a chain 13, whereby acounter-shaft 14 is rotated. Upon this shaft there winds a chain orcable 15, which, passing to the other 7 has its end pivoted to thebrake-beam acting upon one axle, 2, while the electric clutch is I 4fixed to the other axle, 1, is preferred, because it insuresa greaterpressure on the wheels attached to the axle 1, due to the leverarrangement shown. This is desirable for reasons hereinafter pointedout.

A variety of electric clutches will be found useful in connection withmy invention. I have illustrated two classes of these devices in Figs. 3and 5.

The class of clutch shown in Fig. 3 is that wherein magnetic action isemployed independently of friction or other mechanical action. Here acentral magnetic member 17 is fixed to the axle 1, being surrounded by afield-magnet18, sleeved loosely upon the axle andhaving windings 19around poles 20, which are directed inwardly toward the fixed magneticmember or armature 17. This latter is preferably provided with copperbars 21, arranged to form the so-called mouse-mill. Where thechain-andsprocket transmission is employed, the teeth 22 of the sprocketare placed between flanges 23, directly upon the periphery of theloosely-sleeved field-magnet 18. Upon admitting electric current throughthe coils 19 the moving armature 17 will exert a strong rotative actionupon the surrounding field-magnet 18 in a manner well understood, andthe efiect will be to make the fieldmagnet share the rotation of theaxle 1 until, through the shaft 14: and chain 15, the brakes are set.While there are a number of expedients known which may be used insupplying necessary current to the windings 19, I prefer to simply hanginsulated wires 24 and 25 from beneath the car, leaving such a length aspermits said wires to be coiled around the axle 1 when the limitedrotation of the magnets 18 occurs, which sets the brakes. This permitspermanent and direct connection of the feeding-wires 24 25 to the endsof the coils 19 and does away with all need for collector-rings andbrushes.

In Fig. 5 is illustrated a class of clutch wherein the loosely-sleevedmember 18 slides slightly upon the axle l and is placed beside amagnetic disk 26, fixed to the axle. When current passes through thewindings 19, the poles 2O adhere to the disk 26, and thus magneticeffort and friction unite in putting on the brakes. The springs 27 serveto break this contact when circuit through 19 is broken, and the collar28 limits to removal distance between 26 and the poles 20. In Fig. 5 isalso shown another mode of transmission of power from the body 18 to thebrakes. Here the chain 29 is fastened to one point of the smoothperiphery between the flanges 23. As shown in Fig. 9, this chain windsupon the pulley 30, thusacting, through the countershaft 31 and chain32, to put tension upon lever 7. Thus whichever way the axle 1 isturning counter-shaft 31 turns, but in one direction. This is necessarywhere ratchet-andpawl locks are used.

It is of course to be understood that the transmission means justexplained may be employed in connection with either of the two classesof electric clutch above described.

In order that when the brakes are applied they may be secured until itis desired to release them, I employ a locking means in conjunction withthe construction above described. In the form shown in Fig. I this lockconsists of the hydraulic cylinder 33, within which moves a piston 34:on the end of the rod 35, moving with some portion of the brakemechanism as, for instance, thelever 7. As shown in Fig. 6, the pistonis provided with a valve 36, which permits passage of liquid in thedirection of the arrow when the piston moves outward. This correspondsto the movement whereby brakes are applied. The brakes once applied,however, movement for their release is prevented by the piston and thewater or other liquid in the cylinder 33, since the valve 36 preventspassage of water against the direction of the arrow. A bypass pipe 37 isemployed to let the liquid pass when it is desired to release thebrakes. In this pipe there is a valve 38, controlledelectromagnetically. The details of this valve are shown in Figs. '7 and8. On the stem of the valve an armature 39 is placed, which is adaptedto turn between the two poles 10 of the eleetromagnet 11. A spiralspring 12 tends to hold the valve closed; but when the magnet 41 isenergized the valve is opened, as shown in Figs. 7 and 8. In Fig. 1 thiseleetrohydraulie lock is shown applied directly to the brake mechanismby means of the rod 35.

In Figs. 8, 9, and 10 I have shown another form of lock as applied tocombined power and hand brakes. Here the cylinder 33 is shown placedvertically beneath the platform 13. The counter-shaft 31, which operatesas above described to apply the brake, is provided with a ratchet-wheel11. The pawl 15, supported by a slotted link 16, permits passage of, thewheel 4st in the direction of the arrow to set the brake, but opposesreturn motion, being supported by the bell-crank 17, to which thepiston-rod 418 is pivoted. To the lower end of this piston-rod is fixedthe piston 3 1, to which is attached a cup-packing 19, cooperating witha contained liquid in a wellknown manner to permit motion upward, butnot downward. The spring 50 acts to normally bring the ratchet -15forward against the stop 51. \Vhen the brake is applied, this forwardmovement is permitted as the ratchet turns in the direction of thearrow; but once applied the reaction tending to release the brakespresses a tooth of the ratchet against the end of the pawl 4:5, thisreaction being resisted by the liquid in the cylinder 33 under thepiston 34:. If it is desired to release the The opening of the valve 38may be accomplished either electromagnetically, as heretofore described,or mechanically. For this latter purpose the lever 52 on the valve iscontrolled by a vertical push-rod 53, which projects upward through theplatform to a push-button 54. The rod is normally sustained by thespring 55, but on being pusheddown with the foot touches the lever 56,which opens the valve 38 by means of the lever 52. The usual hand-wheelstands above the countershaft 31, which it operates by means of the gear57. It will be seen that the hand-wheel may be operated in connectionwith the button 54 for putting on or releasing the brakes.

The description thus far given makes it clear that in order to apply thebrakes current is admitted to the magnets 18, (whether of the type shownin Fig. 3 or of that shown in Fig. 5,) and torelease the brakes currentis applied to the valve-magnet 19 on the lock 33. I prefer to employ acontrolling means whereby either of these operations may be instantlycarried out by one hand, and'one embodiment of my device for thispurpose is shown in Figs. 11 and 12. The pivoted lever- 58 is normallyheld against the stop 59 by the spring 60. This lever carries aconducting leaf-spring 61, upon which bears an insulating-pin 62, whichpasses through the handle 63 on the lever 58. The spring 61 tendsnormally to press upward under the three contact-plates 64: 65 66, andwhen out of contact,

as in Fig. 11, the spring. is prevented from rising above the level ofthese plates by the restraining-bar 67 of insulatingmaterial. Di-

' rectly beneath the leaf-spring 61 are two parallel contact-rails 68and 69, extending along under the whole are of, movement of said spring61. These rails are so placed that on pressing the pin 62 the spring 61is made to establish electric connection between them.

At 70 is shown asuitable source of current, preferably a battery,divided, say, into three sections, as shown. One end of the battery 7 Ois connected to a main wire 71, the other main wire, 72, being connectedto the lever 58 and spring'61. The successive plates 64:, 65, and 66 areconnected, as shown, to successive points in the battery, so that as thespring 61 makes contact with one of these plates after the other asuccessively-higher potential is established on the mains 71 and 72.Since the brake-motor clutch 18 is permanently connected across thesemains, the brakes are thus applied with three increasing degrees offorce. The lock 33' is released by current which may,

if desired, come from the battery 70; but for.

greater clearness I have shown aseparate battery 73 for this purpose.The mains 7 4 and 7 5 1 term the releasing-mains, as opposed to theapplying-mains 71 and .72. The wires 7 4 and are respectively connectedto the rails 68 69, and the lock-magnet 19 and not.

its battery are in series across the mains 74c and 75. It is evident,therefore, that whenever the pin 62 is depressed by the brakemans thumbthe spring 61 closes circuit through the magnet19 and releases the braketo an extent dependent upon'the length of time the circuitis maintained.This releasing action can be accomplished in all positions of the handle58, and therefore whether the brake-motor clutch has just been energizedor It is clear, however, that the spring 61 cannot touch plates 64:, 65,or 66 at the same time as rails 68 and 69 and that therefore release ofthe lock 33 is always accompanied by idleness of the brake-clutch l8. Mybrake is thus applied by merely momentary use of current, since theapplication of the brake is maintained by the locking mechanism, andthis latter is instantly effected by opening of the valve 38. I cantherefore accomplish my purpose by means of relatively small and cheapbatteries and with a minimum of renewals.

One of the principal difliculties encountered in the use of the oldforms of brake lies in the fact that when they are applied with fullforce they are apt to lock the wheels, thus causing the still-movingtrain to wear flat places upon the peripheries. This results in muchdisagreeable noise, unevenness of travel, and danger to rails andswitches through the pounding of these flat places.

By the use of my invention I obviate all danger of locking the wheels.At the same time I insure what I term a rotative sliding action, wherebythe wheel is brought to wheel affords, since new surface for creatingfriction is continually presented. At the same time the production offiat places is of course avoided. I accomplish this end by providing agoverning device whereby the reductionin speed of the axles itselfautomatically sets up a partial release of the brakes, which release isinterrupted as soon as the ELXlGIG- gains a portion of its rotativespeed. My invention covers, broadly, this organizationof parts, howeverconstructed in detail; but in Figs. 13 and 14 I have shown a preferredembodiment of this feature of my invention. This embodiment comprises aminimum-speed circuit-closer combined with a neutralizing maximum-speedcircuit-closer and circuits requiring to be closed at both points for.releasing the brake. Circuit-closing means whose action depends upon thespeed of the caraXles may be constructed for this purpose in bycentrifugal force and designed to cooperate with the electromagneticvalves on the locks 33.

In Fig. 13 is shown the maximum-speed circuit-closer on the axle 2 ofFig. 1. The frame 76, fixed to the axle, carries the weighted bell-crankarms 7 7 one branch of each of which extends into the peripheral groove7 8 on the sliding sleeve 79. The pivoted lever 80 extends into theperipheral groove 81 at the opposite end of said sleeve 79. The tendencyof the arms 77, due to centrifugal action, is to press the lever 80against the spring-contact 82 and close a circuit at 83. This tendencyis opposed by the spring 84, made adjustable by the set-screw 85. Bysuitable adjustment of the spring 84 the contact 88 is made and circuitclosed at a certain maximum speed and at all speeds above it.

The minimum-speed circuit-closer is shown in Fig. 14 and comprises partssimilar to those shown in Fig. 13, save that the closing of circuit atthe point 86 is made to occur when the speed of rotation of the axle 1and frame 76 reach a minimum determined by the adjustment of the spring87. The collar 88 prevents excessive movement to the left of the sleeve7 9 when the car stops. The mode of operation of this governor I shalldescribe after setting forth the details of electrical connections.These details as employed on a train of three cars are shown in Figs. 15and 16. Besides the main wires 71 7 2 and 74 75 (shown in Figs. 11 and12) the train provided with brakes of three different speeds must beequipped with three main wires 89, 90, and 91, corresponding,respectively, with the contact-plates 64:, 65, and 66. These seven mainwires extend the whole length of the train in the arrangement shown, andthe electric clutches 18 and valve-magnets 19 are electrically connectedthereto in the manner hitherto described. It is to be understood thatthe number of wires used may be varied according to the judgment ofthose skilled in the art without departing from my invention.

At one end of Fig. 15 1 have shown a secondary battery in series withlamps 92 or other resistance across the trolley-circuit of an electriccar. Any kind of battery, primary or secondary, may be employed,however. without departing from my invention.

I prefer to supply each car with its own battery, since the brakingenergy is then kept always proportional to the size of the train beinghauled.

It is clear from Figs. 15 and 16, taken in connection with the abovedescription of Figs. 11 and 12, that by manipulation of any switch 58 onany car the Whole train can be braked; also, that by use of anyswitch-pin 62 on any car all the brakes on the train can at once bereleased. By distributing auxiliary switches 93 9 1 at desired pointsthrough the train the brakes can at once be applied or released from anypoint in case of emergencies.

In Fig. 16 are shown the connections for operation of the governingcircuit-closers 83 and 86. These points of circuit control are placed inseries with each other and with the magnet 19 on each brake-lock in abranch circuit supplied by the battery 7 8 on each car. The spring 87 isso adjusted that the minimum-speed circuit-closer is operated when itsaxle reaches a predetermined critical velocityas, for instance, thatcorresponding to a five-mile-an-hour speed of the train. The spring 8&is adjusted to operate the maximumspeed circuit-closer at an axlevelocity suitably greater than the critical speed of axle No. 1sayasix-mile speed. The braking energy should be so distributed that theaxle 1 is always slowed down more rapidly than the axle 2, and thisdifference should exceed in amount the difference between the criticalspeeds of the two circuit-closers. The reason for this will appearhereinafter. Supposing now that a swiftly moving train is to be stoppedas quickly as possible and without looking the wheels, the circuit beingclosed at any point upon the mains 71 72 the electric clutches 18 becomeactive, and the brakes are at once applied with great force andautomatically locked. The circuit can then be opened and the batteries70 relieved from work. Both axles 1 and 2 on each truck are retarded;but as soon as No. 1 reaches its critical speed, corresponding to livemiles an hour, as above assumed, the gap is closed at 86; but by thistime the axle 2 must not have been retarded to its critical speed, asassumed, (six miles an hour;) otherwise the gap 83 would open and nocurrent would pass on closure at 86. This is the reason that the axle 2should undergo a less braking action than axle 1 and be retarded moreslowly. Thus adjusted, then, closure at the gap 86 energizes the magnet19 on the same truck and there is a partial release of the brake. Thispartial release at once causes the still onrushing train to speed up theaxle 1, and thus the gap 86 is reopened, causing the releasing movementto cease. By this alternate action the axles are brought to a low actualrate of revolution, but are never allowed to lock. As soon as the trainreaches an actual speed corresponding to the critical speed of the axle2 (six miles an hour) the gap 83 is opened and subsequent closure at 86becomes inoperative to further release the brakes. The speed chosenshould be such that at that speed the clutches 18 will not be strongenough to lock the wheels. My governing system therefore implies aminimumspeed circuit-closer which may become active for partial releaseof the brakes, said device being operated by and depending on the speedof an axle subject to a maximum retardation in combination with aneutralizing device operated by a more-swiftly-moving axle and besmallasalways to leave a sufficient pressure p to serve at the speed whichoperates the neutralizing device. By this means the brakes will not beentirely released below said speed.

On the other hand, the clutch 18 is always under command, so that thebraking-energy can, if desired, be increased at any time.

In the matter of preventing the locking of the wheels the two forms ofclutch shown in Figs. 3 and 5, respectively, present difierentbehaviors. It is evident that the purely electromagnetic clutch shown inFig. 3 can be so adjusted as to power that whatever the speed of thetrain the brakes will not lock the wheels.

avoid this wasteful use of current, however,

the locking device should in practice he employed even with the form ofclutch shown in Fig. 3. In this connection it will be seen that there isa distinct utility even independently of the operation of, my governingdevices in so regulating the leverage applied to the various axles thatthe axle. carrying the working clutch shall be subjected to a somewhatgreater braking effect than is applied to the other axles. This is toprovide for natural unavoidable differences in wheel resistance, wherebyif the brake efforts were equal some axle not carrying a Working clutchmight be locked while yet the working axle 1 had not sufficiently sloweddown to prevent such looking by decrease of pressure.

Turning now to the behavior of the diskclutch shownin Fig; 5, it will beseen that as long as current is maintained through its coils 19 frictionon the disk is added to pure electromagnetic effect. Consequently thepower is greatly increased with a given current and does not greatlyvary with the speed. In other words, even though this brake wereadjusted not to lock the Wheels when running at maximum velocity as thetrain slowed down the power would not be automatically reduced 'so asnot to look a slower-moving wheel. auxiliary locklng device 15 thereforemore es-' f lease.

The

sential with the frictional clutch shown in Fig. 5; but the fact thatthis frictional clutch maintains high power even at low velocity impliesthe advisability of employing means to insure opening of itsenergizing-circuit whenever the governors produce partial re- Of courseif the brakeman is careful to let the handle 58 return to open circuitas soon as the brake is set this precaution is un- 1 necessary; but thiscare cannot always be relied upon. In Fig 17Ihaveshown one means forinsuring this required condition. Here the circuit of the frictionalclutch 18 includes two breaks 95 and 96 in multiple are, the formernormally closed when the train runs at high speed, the latter normallyclosed when the train-runs below the critical speed-of the neutralizinggovernor.

both breaks 95 96 is always closed when the axles carrying the twogovernors are running at the same speed, which is the case when thetrain is running free. As soon as the brakes are set, however, it isevident that every closure of the break 86 which occurs above I criticalspeed of the neutralizinggovernor will result in an open circuit at both95 and 96 and will therefore prevent action of the clutch 18 duringrelease at the brake-lock 33. At all velocities below the critical speedof the neutralizinggovernor there will be closed circuit at.96, andtherefore the brakes will be under the command of the brakeman. It is tobe understood that although this device is more desirable where thefrictional clutch 18 is used, it is adapted to be used with any type ofelectric brake device.

It is desirable that where a train provided with my brakes accidentallybreaks apart between any two cars the brakes shall beimmediately andautomatically applied on both sections. I accomplish this by soconstructing the joining devices for the main circuit-wires between carsthat when they are pulled apart appropriate wires are joined for closingcircuit through the magnetic clutches 18. In Fig. 18 I have shown oneform of device appropriate to this end. The sockets and plugs employedbetween cars, whatever their construction, must provide for the separatejoining of corresponding wires throughout. In the form of deviceillustrated in Fig. 15 the wires 71, 72, 89, 90, and 91 are needed fornetic clutch 18. In Fig. 18 I have therefore shown only so much of' thenecessary plug-and-socket arrangement as includes these two wires. Theinsulating-bodies 97 and 98 It is evident that since the critical speedwhich closes gap 86 and opens break 95 is less than that which. closesbreak 96 and opens the gap 83 one or [O ward and are always in'electricconnection thusput on the brakes.

3 well-known manner.

with their respective wires 72 and 91. In front of the enlargements onthe plugs are two metal rings or shoulders 106 107, respectivelyconnected by branch circuits 108 109 to the wires 91 and 72. When thebodies 97 and 98 are separated, as with uncoupled cars, the contactbetween the rings 106 and 107 with the plugs 99 and 102 respectivelytends to close the branches 108 109 from 91 to 72, and In normal actionthis is prevented at each plug and socket by opening the branch circuitsat 110 and 111; but When cars are coupled these breaks are closed atcontiguous couplings. On bringing the bodies 97 and 98 together theplugs enter their opposing sockets and are forced back, thus breakingthe branch circuits 108 109 at the rings 106 107. The springs and ears112 11?) hold the plugs and sockets together in a Thus by a singleoperation the branch circuits 108 109 are opened, and each wire 91 and72 on the two cars is brought into connection with its fellow. Thebreaks at 110 and 111 being then closed, it is clear that if any jointpulls apart the energizing-circuit of the clutch 18 is made by contactat the rings 106 and 107 in both sections of the train and the brakesthus set.

A variety of changes might be made in the 4 constructions herein shownand described Without departing from the spirit of my invention, and Idonot wish to be understood as limiting myself to the details herein shownand described save in so far as these are specifically called for in myseparate claims.

What I claim is-- 1. In combination with the usual brakegear underneatha car for applying brakes to a plurality of axles, an electromagneticclutch having one member fixed to a car-axle and the other memberloosely sleeved thereon, said mem bers' always operating without actualcontact, a mechanical connection between said loose member and saidbrake-gear including means for insuring a greater braking effect at theaxle-bearing said clutch than at any other axle affected by the samebrake-gear, and means for closing an electric circuit for energizingsaid clutch at will.

2. In combination with the usual brake-gear underneath a car, anoperating counter-shaft, a hand-wheel for turning said counter-shaft, abrake-chain connected to said brake-gear and adapted to be Wound on saidcounter-shaft,

an electromagnetic clutch on a car-axle and a chain attached to theloose member of said clutch and to said counter-shaft, said chain beingwound upon said counter-shaft in the opposite direction to the aforesaidbrake-chain.

3. In an electric brake an electroinagnetic clutch on a car-axle, meanswhereby said clutch operates the braking-gear, an energizing-circuit forsaid clutch, a circnit-controller in said circuit and means tending tothrow said circuit-controller to open-circuit position when the same isreleased by the operator.

4:. In an electric brake apparatus, electric means for applying thebrakes, a lock for the brakes, electric means for releasing said look, amanipulating-lever, a leaf-spring attached to said lever and projectingbeyond it, a series of contacts opposite one side of the end of saidspring, a pair of contacts extending alon the path of movement of saidspring on the opposite side thereof, circuits for said brakeapplyingmeans including said first-named series of contacts, circuits for saidreleasing means including said pair of extended contacts and meanswhereby said spring is made to touch the contacts on either side atwill.

5. In a braking apparatus, electromagnetic means for applying the brake,a hand-wheel for applying the brake, a pawl-and-ratchet lock forthebrake, a hydraulic device for controlling said pawland-ratchet lock, avalve for releasing said lock, electromagnetic means for operating saidvalve and a mechanical means for operating said valve.

6. In a braking apparatus for cars a working axle, means actuatedthereby for applying the brakes, means for releasing the brakes, meansoperated by said working axle for actuating said releasing means whenthe speed of said axle reaches a prearranged minimum and means operatedby another axle for neutralizing said releasing action when said secondaxle is slowed down below a predetermined critical speed.

7. In a braking apparatus for cars, a working axle, an electromagneticmeans operated thereby for applying the brakes, an electromagnetic meansfor releasing said brakes, a

device operated by said working axle for closing circuit through saidreleasing means when the speed of said axle reaches a prearrangedminimum, and a device operated by another axle for opening a gap inseries with the aforesaid circuit-closer and in said releasing-circuitwhen said second axle is'slowcd down below a predetermined criticalspeed.

8. In an electric brake for cars and in combination with anelectromagnetic releasing means, two controllable cireuit-ln'eaks inseries in the circuit operating said releasing means, a centrifugalgovernor upon one axle adapted to close one of said breaks when saidaxle is slowed down below its critical speed, a centrifugal governorupon a second axle adaptedto open the other break when slowed down toasomewhat higher critical speed, and means whereby the braking forceacts more strongly on the former of said two axles than on the latter.

9. In an electric brake for cars, electromagnetic means for applying thebrake, locking means for the brake, electromagnetic means for releasingsaid locking means, a circuit for operating said applying means, acircuit for operating said releasing means, two controllablecircuit-breaks in series in the latter circuit and two controllablecircuit-breaks in multiple in the brake-applying circuit, incombinationwith means operated by a car-axle for simultaneously openingone of said breaks in the applying-circuit and closing one of the breaksin said releasing-circuit at and below a critical speed of said axle,and means operated by a second axle for simultaneously closing thesecond break in the applying-circuit and opening the second break insaid releasing-circuit at and below a critical speed of said second axlehigher than the critical speed of the first axle.

10. In a braking system for trains, a hat tery on each car of the train,electromagnetic brake-applying means on each car, a main conductorextending along said-train, connections between said conductorand oneterminal of each brake-applying means and one terminal of each battery,a second main conductor extending along said train and connected to theysecond terminal of each brake-applying means a third main conductorextending along said train and connected to the second terminal of eachbattery and means for opening and closing electric connection betweensaid second and third wire at will.

11. In abraking system for trains, means for applying the brake on eachcar, a locking means for said brakes, electromagnetic re leasing meansfor said locks, a battery on each car for each releasing means and meansfor brakes on both sides of said separated coupling.

13. A liquid or fluid lock for a railwaybrake comprising a cylinder andpiston, a check-valve controlling the flow of liquid from one side ofthe piston to the other, a releasevalve controlling the flow of liquidpast the check valve and manually-operating means for controlling saidlast-namedvalve.

14. In an electric-braking apparatus, the combination with the brakesand operating devices therefor, of a fluid-lock, an .operatingmagnettherefor and a manual device also controlling the said lock.

-15. In an electric braking apparatus, the

combination with the brakes and operating devices therefor, of afluid-lock comprising a cylinder and piston, and both electrical andmanual devices for controlling the flow of liquid between the oppositeends of said cylinder.

16. In a fluid-locking device for an electric brake, the combinationwith a piston and cylinder of a by-pass tube connecting the oppositeends of the cylinder, an automatic checkvalve, a controlled valve, anoperating-magnet therefor and a manual operating device acting upon thesame valve.

EDWIN R. GILL.

I Witnesses:

H. S. MAcKAYE, JAMES S. LAING.

